Earlier today Hayes launched a new unified mountain family across each of their sub brands with the new Enduro Collection. One of three big tech highlights is the rebirth of the standalone Ringlé name, with the return of a premium Super Bubba hubset featuring a unique, customizable pawls-to-engagement ring setup.

Ringlé Bubba & Super Bubba Clock’D mountain bike hubs

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

By getting their Hayes brake, Manitou suspension, ProTaper cockpit, Sun rim & Ringlé hub engineering teams all innovating on the same riding discipline and the same three-year development cycle, Hayes says their designers can better create integrated solutions with more shared expertise.

The new Ringlé Clock’D hubs are a perfect example of that Enduro Collection, developed to take the abuse of enduro racing, yet be light enough to pedal to the top. Then they are also adjustable to balance engagement, drag & durability depending on rider weight & riding style. Both Bubba & Super Bubba hubs offer that same adjustable tech inside, just with either J-bend or straight pull hub flanges, respectively.

So what does Clock’D engagement mean?

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

Inside the premium Bubba & Super Bubba rear hubs, are two rows of steel engagement rings that slide into the alloy hubshell and engage with three pairs of pawls on the freehub body. Each engagement ring has 45 teeth, and when lined up grab all of the three pairs of pawls for 8°/45 engagement points.

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

But the interface between hub shell & engagement ring is adjustable. The engagement rings have four lobes that slide into four of five of the grooves machined into the hub. Rotate – or Clock – the top engagement ring over one groove, and the two rings end up offset by half of a tooth.

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

Each set of three pawls alternately engages their ring at the same time, making for 90 points of engagement, or 4° engagement.

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

The benefit of course of having the toothed rings offset is faster engagement, with only a tiny bit more freewheeling drag. But if you are a heavier rider, ride super aggressively, or just tend to blow up hubs, aligning the two toothed rings gives double the durability, double the load carrying capacity, and a bit less drag – all at still fast 8° engagement.

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

Once you set the outer engagement ring, a thread-on retention ring keeps them locked in place, so you can still swap freehub bodies freely. Swapping from Shimano to SRAM for example must still be done carefully as the pawls are just held in place by their spring – like a standard pawl-hub, but are easier to pop out-of-place if the engagement rings are offset from each other.

Pricing & Availability

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

The adjustable Clock’D hub internals are available in Ringlé Bubba J-bend, and Ringlé Super Bubba straight-pull hubs. The Bubba’s are available on their own for $165/175€ for the front hub and $335/355€ for the rear. The Bubbas are Boost only (well, plus Super Boost 12×157), get 6-bolt interface, 28 & 32 hole drilling, and any color as long as it is black. Front hubs use two sealed cartridge bearings with a weight of 160-180g. Rear get four bearings with alloy HG or XD bodies and a weight of 340g.

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

If you want the fancier looking straight-pull Super Bubbas, you’ll need to buy one of the complete Pro-level premium Sun Ringlé wheelsets.

SunRingle Ringlé Bubba & Super Bubba Clock'D mountain bike hubs

Duroc Pro 35 wheels for example, will set you back $360/381€ for a front, $540/570€ for the rear. The complete double-wall, welded alloy tubeless wheels are available in 27.5 or 29″ rims with a 31mm inner width and add 28 straight Wheelsmith DB14 spokes & alloy nipples. Rim weights are 495g for 27.5, 515g for 29, with wheelsets at 827g+999g for 27.5 and 847g+1019g for 29ers. Wheels are factory taped, bundled with sealant, valves, hub adapters & both freehub bodies.

All of the new hubs & wheels are in final production now, or are already making their way to distributors, with retail availability by the end of May 2019. Oh and yes, purple ano on those complete wheels looks like it is going to be possible, with a rumor of a turquoise ano set with carbon hoops in the near future as well!

Sun-Ringle.com

30 COMMENTS

    • There is a purpose to this. Getting more egagement out of a single ring makes the engagement surface ( between pawl and ring ) to drop because more teeth means shallower ones. By using two drive rings you get 90 engagement points but with a security of a 45 point drive ring. Obviously – at a cost of width of the entire clutch assembly.

  1. Those pawls and ratchet rings sure are taking up a lot of width, moving the right hub shell bearing farther to the left. You know, axle flex and stress, bearing alignment and wear, etc.

      • but the bearing that rides between the hub shell and axle is indeed pushed further towards the center, meaning increased axle bending moment, flexion, and reduced bearing life.

        • Correct and they are running a small bearing 6802 which most would run a 6902. I think they will see bearing and axle issues.

        • Partially true. By decreasing the distance between hubshell bearing and innermost freehub bearing, you negate a lot of that deflection. They and others that used a design where there was a long spacer between those two did have impact on driveline forces, commonly seen with gouges from the ratchet ring into the freehub body, or a busted axle (hullo, Mavic!). As other companies have shown (I9, Profile), get those two separate systems (hubshell & freehub body) supported by the bearings at a minimum distance between the two bearings and you negate a lot of that deflection. The bending moment sits in a spot closer to each bearing compared to units having more space between the bearings, decreasing the amount the axle can bend.

  2. As written in this article: “But is you are a heavier rider”… ( But IF you…) I has to make my own edit here after reading. i thought, “is” I reading this right? Yes I is.

    Anyway, good engineering. As long as it holds up it’s good.

    • If you are going to comment just to tear someones mastery of the english language down, it seems like mastering it in the comment would be appropriate. “I has to make my own edit” . . . I HAVE to make my own edit.

      🙂

      • “i HAD” , past tense seems more appropriate as he had already read it. I noticed this as well and also “available on theri own “.. but who am i to judge 😛

  3. If each set of pawls is moving across the teeth, the rings being offset wouldnt have any effect on the end result drag would it? If you measure the drag on one set, then the other set, it doesnt matter if they’re in unison or not… what am I missing?

  4. Editing aside…seems to me that someone found a solution that is just waiting on a problem. Well, unless you are a shop tech who charges by the hour to rebuild and or swap out cassette bodies. Plus, a continuation of the two standards of disk brake mounts (as if I have any skin in that game).

  5. you people need to read your own writing before click the publish button. My god, the spelling mistakes and sentence structure are just horrible. where you obtained your education should be bulldozed. Unless it was from a cereal box in which case I understand.

    • Bob. You’re supposed to capitalize a word at the beginning of a sentence. It should be, “Where you obtained your education should be bulldozed”

    • Oh Bob. Sorry, I also missed the other mistakes in your post.
      You should also use a capital letter at the beginning of a paragraph. It should read, “You people need to read your own writing before YOU click the publish button.”
      You, Bob the critic, too have terrible sentence structure and should read your own writing before YOU click the publish button.
      Anyway, thanks for bringing this up.

    • Chill out a bit, I get what you are saying but basically you don’t have to pay for the content and they pump out quite a few articles in day! Pobody’s Nerfect.

      Also they are 3DV hubs just enjoy that and don’t worry abouts the not good spellings. And grammar. It is a 90s throwback we can all enjoy spelled good or not good! LOL

    • Bulldozed, good one. Not to be nit-picky but you forgot to capitalize You and Where, and I assume you meant “clicking” and not “click”. But that’s okay, I won’t advocate to have your place of residence or university bulldozed.

  6. Lower drag when the drive rings are clocked together? I doubt it very much. You have two sets of independent pawls/springs and two drive rings. The overall drag per rotation is the same regardless of whether the two sets engage in phase with each other, or in anti-phase

  7. This would have been easier to do with six paws and one fixed ring. For low engagement angle and three points of engagement supply three of the paws with offset. For six points of engagement supply a set of three extra paws with no offset.

  8. We’ve seen particularly powerful riders strip out drive rings on multiple brands of hubs. This could solve the problem. Glad to see them make a comeback. I’ve got a Fat Chance Yo Eddy hanging on the wall with Bubba hubs and Campy rims, no less.

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